Baseline Station to Barrhaven Town Centre)

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Document 1

Barrhaven Light Rail Transit

(Baseline Station to Barrhaven Town Centre)

Planning and Environmental Assessment Study – Statement of Work

Transportation Services Department

Transportation Planning

City of Ottawa

SOW - ACS2018-TSD-PLN-0006

25 September 2018

BACKGROUND - DIRECTION FROM COUNCIL

On 8 March 2017, City Council approved a motion (Motion No 47/3) which states:

“WHEREAS Council’s next review and update of the Official Plan (OP), Transportation Master Plan (TMP) and Infrastructure Master Plan (IMP) will extend the City’s planning horizon beyond 2031; and

WHEREAS the affordability model established within the current LRFP for Transit, which addresses priority projects for each phase of the 2013 TMP, will be updated as a matter of course in coordination with the next TMP update; and

WHEREAS there is no light rail transit connection for Barrhaven planned within the affordable envelope to 2031; and

WHEREAS the most recent census has demonstrated that Barrhaven is the fastest growing area of the city; and

WHEREAS it is Official Plan policy to connect major residential areas with major employment, education and retail hubs and to ensure that the City’s investment in transit reflects the service needs of the community as a whole; and

WHEREAS recent federal and provincial budgets have significantly increased the availability of transit infrastructure funding subsequent to the 2013 TMP analysis; and

WHEREAS the TMP update will align with the next Official Plan review which will address growth patterns for employment and residential growth across the City, including Barrhaven; and

WHEREAS the 2013 TMP already identifies the conversion of Southwest Transitway from bus rapid transit (BRT) to light rail transit (LRT) to connect Barrhaven to the Confederation Line as part of its Ultimate Network;

THEREFORE BE IT RESOLVED that staff be directed to fully assess the feasibility and relative priority of converting the Southwest Transitway from bus rapid transit (BRT) to light rail transit (LRT) to connect Barrhaven to the Confederation Line at the earliest opportunity, including options for implementation staging (such as interim BRT improvements) and the identification of other rapid transit supportive facilities to serve Barrhaven residents (such as park and ride lots), while respecting the affordability model

established within the Long-Range Financial Plan for Transit, and that this work inform the next Transportation Master Plan update and include a review of projects currently within the Affordable Rapid Transit and Transit Priority Network.”

On 27 June 2018, City Council approved another motion (Motion No 72/8) which states:

“WHEREAS, over the course of the 2018-2022 Term of Council, the Transportation Master Plan (TMP) will be refreshed as part of the broader upcoming Official Plan (OP) review; and

WHEREAS, on March 8, 2017, City Council directed staff to fully assess the feasibility and relative priority of converting the Southwest Transitway from bus rapid transit (BRT) to light rail transit (LRT) to connect Barrhaven to the Confederation Line at the earliest opportunity, including options for implementation staging (such as interim BRT improvements) and the identification of other rapid transit supportive facilities to serve Barrhaven residents (such as park and ride lots), while respecting the affordability model established within the Long-Range Financial Plan for Transit, and that this work inform the next Transportation Master Plan update and include a review of projects currently within the Affordable Rapid Transit and Transit Priority Network”; and

WHEREAS the completed Environmental Assessment studies for Blair to Trim, Bayview to Moodie, and Moodie to Kanata LRT, including an extension from the Canadian Tire Centre to Stittsville, have enabled the City to be ready to negotiate with the Province of Ontario and the Government of Canada when additional transit infrastructure funding programs are announced; and WHEREAS the future conversion of Bus Rapid Transit (BRT) to Light Rail Transit (LRT) to Barrhaven (using the southwest transitway corridor) is the only major segment in the Ultimate TMP solely within Ottawa's geographic boundaries without a completed Environmental Assessment study; and

THEREFORE BE IT RESOLVED that City Council approve $600,000 be transferred to the 2018 Rapid Transit EA Studies account, $366,000 to be funded from Development Charges and $234,000 from the Transit Capital reserve;

THEREFORE BE IT RESOLVED that City Council approve that an Environmental Assessment Study for conversion of BRT to LRT to Barrhaven be undertaken immediately, such that interim results can be part of the upcoming

TMP review to be assessed for consideration with respect to the City's next phase of Transit investments, with the immediate work to be funded from the Transit Capital Reserve and Development Charges and should additional funding be required the remaining balance can be brought forward for consideration as part of the 2019 Draft Capital Budget process; and

THEREFORE BE IT FURTHER RESOLVED that City Council delegate the authority to the General Manager of Transportation Services to approve the Statement of Work for the Environmental Assessment, in consultation with the Chairs of the Planning and Transportation Committees in order to expedite the release of the Request for Proposals and to report back to Transportation Committee on the expected timeline for completion.”

This Statement of Work (SoW) report outlines the scope, methodology, and deliverables of the EA study for conversion of the BRT corridor to a LRT facility between Baseline Station and Barrhaven Town Centre. The EA study will include options for implementation staging and identify other rapid transit supportive facilities. Details of the SoW are outlined in Appendix A.

OVERVIEW

The Barrhaven LRT EA project is approximately 10 km in length extending southerly from Baseline Station (Stage 2 LRT terminus) to Barrhaven Town Centre, where it will connect with the future Chapman Mills Drive BRT corridor.

The EA study will focus on the rapid transit corridor that has previously been protected through the 1997 Southwest Transitway EA study (Baseline Station to Strandherd Drive) and 2006 Southwest Transitway Extension EA study (Strandherd Drive to Cambrian Road) completed for a BRT facility. It will also examine options for implementation staging (such as BRT improvements or interim LRT terminus locations), rapid transit supportive amenities, including a Maintenance and Storage Facility (MSF), opportunities for new Park and Ride lot(s) and pedestrian and cycling facilities to support rapid transit and serve Barrhaven residents.

STUDY APPROACH - COMBINE TWO CONCURRENT STUDIES

The Barrhaven LRT EA study area partially overlaps with the ongoing Barrhaven Rail Grade-Separation (Woodroffe Ave, Southwest Transitway and Fallowfield Road) EA study which is examining a rail grade-separation solution for the Southwest Transitway, Woodroffe Ave and Fallowfield Road where these roadways cross the VIA Rail corridor.

Due to the overlapping study areas and design issues, EA process requirements, study durations and consultation activities, the two EA studies will be integrated and restructured into one study such that the Barrhaven LRT study assignment will be an amendment to the Barrhaven Rail Grade-Separation EA study. This approach was discussed with Supply Services and is permitted because the consultant for the Rail Grade-Separation was selected through the City’s competitive procurement process.

Combining the two studies will bring efficiencies to the EA process, streamlines consultation and project management activities, resulting in cost savings to the City. The revised EA study will be titled as the Barrhaven LRT and Rail Grade-Separation EA study. The study corridor is shown in Figure 1.

Figure 1: Barrhaven LRT and Rail Grade-Separation EA Study Corridor

From an EA process perspective, the integrated study will be conducted under the Transit Project Assessment Process (TPAP) Ontario Regulation 231/08 in accordance with the Ontario Environmental Assessment Act. The transit process allows the City to also examine the road and VIA Rail crossing at Woodroffe Avenue due to its close proximity to the existing Southwest Transitway. This makes it possible for the City to investigate an integrated solution for both transit and roadway crossings thereby

5 economizing the implementation cost. It will also mitigate the concern of piece-mealing the impact assessment and study of projects within the same study area. Since both the LRT and roadway corridors pass through the National Capital Commission (NCC) Greenbelt area, the EA study will also need to comply with the requirements of the Canadian Environmental Assessment Act (CEAA). Both Provincial and Federal EA processes will be coordinated to avoid duplication of effort.

The key considerations of the integrated study will include:

 Coordination with the Stage 2 Confederation Line West LRT Extension project to integrate the Stage 2 LRT project and Baseline LRT Station with the future Barrhaven LRT facility;

 Coordination with Chapman Mills Drive BRT project;

 Integration of LRT stations with existing communities and planned land uses that will help promote transit-oriented development;

 Access or linkages to existing and planned facilities for active transportation;

 Undertaking of climate change adaptation and mitigation assessment and greenhouse gas emission analysis;

 Development of a Recommended Plan including functional design for the LRT facility, MSF and a new Park and Ride (if required);

 Protect any additional right-of-way, as needed; and,

 Identification of capital costs for interim measures and ultimate implementation of LRT.

Completion of the Barrhaven LRT EA study will bring the Barrhaven area to the same level as other areas outside the Greenbelt with regards to LRT planning and enable the upcoming TMP review to evaluate potential rapid transit investments. Further, it will:

 Prepare the project for the next phase (design and construction); and,

 Be a step forward towards the implementation of the TMP’s Ultimate LRT network.

The EA study is expected to be completed in approximately 24 months, in keeping with the timeframe of the ongoing Barrhaven Rail Grade-Separation EA Study.

CONSULTATION PROGRAM

Consultation will include meetings with key stakeholders through the Agency Consultation Group, Public Consultation Group, and Business Consultation Group. Stakeholders include Indigenous People, Federal government agencies and Crown corporations such as the NCC, Agriculture and Agri-Food Canada (AAFC), VIA Rail, Rideau Valley Conservation Authority (RVCA), City’s Advisory Committees as appropriate, affected landowners, representatives of business groups and Community Associations. Consultation with the general public will occur primarily through Open Houses and also through the project webpage, e-mail, and additional meetings as required. A dedicated project web page will also be set up to share study information. Wards 3 (Barrhaven), 8 (College), 9 (Knoxdale Merivale) and 22 (Gloucester South Nepean) will be targeted for consultation.

The City’s Accessibility Advisory Committee will also be engaged, typically as a representative(s) on the study’s Public Consultation Group.

SUPPORTING DOCUMENTATION

Appendix A: Barrhaven Light Rail Transit (Baseline Station to Barrhaven Town Centre) and Rail Grade-Separation Environmental Assessment Study – Statement of Work

Appendix A

Barrhaven LRT (Baseline Station to Barrhaven Town Centre) and Rail Grade- Separation Environmental Assessment Study

Statement of Work

1.0 Introduction

The City of Ottawa is the proponent of an Environmental Assessment (EA) study for the Barrhaven LRT (Baseline Station to Barrhaven Town Centre) which will be conducted under the Transit Project Assessment Process (TPAP) Ontario Regulation 231/08 in accordance with the Ontario Environmental Assessment Act. The LRT EA study will be integrated with the currently underway Barrhaven Rail Grade-Separation EA study as an amendment to that study. This is due to overlapping study areas and the fact that the outcome of each study is dependent on the other. The integrated EA study will be known as the Barrhaven LRT and Rail Grade-Separation EA study. The combined study corridor, depicted in Figure 1, is approximately 10 km in length with eight stations.

Figure 1: Barrhaven LRT and Rail Grade-Separation EA Study Corridor

This document outlines the scope, methodology, and deliverables related to the work required to complete the environmental assessment for extension of an LRT facility from 9

Baseline Station to Barrhaven Town Centre, including the grade-separations with the VIA Rail corridor.

2.0 Planning Context

The City's Official Plan (OP) emphasizes urban intensification and increased mixed-use development centered around transit corridors as one of the means to manage future travel demand and minimize the use of single occupancy vehicles during peak travel periods.

The Transportation Master Plan (TMP) identifies a number of modifications to transit infrastructure to accommodate future travel demand on the City’s transportation network and to meet modal share objectives. The TMP describes a strategy to expand Ottawa’s rapid transit network, in order to attract even higher levels of ridership. The rapid transit network provides improved city-wide transit access to major employment, commercial, and institutional land uses.

The extension of LRT to Barrhaven is contemplated in the TMP as part of the Ultimate Rapid Transit and Transit Priority Network (Figure 2) with intended implementation beyond the 2031 horizon year. This means that funding for the design and construction of this project is not included in the City’s current affordability analysis.

Figure 2: Barrhaven LRT in the TMP’s Ultimate Rapid Transit and Transit Priority Network

2.1 Previous Rapid Transit EAs and Construction

In 1997, the former Region of Ottawa-Carleton completed an environmental assessment for extension of Southwest Transitway from Baseline Station to Strandherd Drive. The EA study recommended a BRT corridor that includes a cut-and-cover section under Woodroffe Ave between Knoxdale Road and Hunt Club Road.

In 2006, the City completed the Southwest Transitway Extension EA study from Strandherd Drive to Cambrian Road.

Reserved bus lanes along Woodroffe Avenue between Baseline Station (College Avenue) and the Nepean Sportsplex were implemented between 1997 and 2001. Exclusive Transitway lanes between the Nepean Sportsplex and Barrhaven Town Centre were constructed between 2005 and 2009.

In 2017, the City completed a technical study to determine the feasibility of rail grade- separations at five locations, namely Merivale Road, Woodroffe Ave, Southwest Transitway, Fallowfield Road and Jockvale Road, along the VIA Rail corridor. The Feasibility Study recommended that all the five crossings be grade-separated as they are currently above the 200,000 “cross-product” threshold, and by 2031, they will be well beyond that threshold. The EA for the grade-separation of three crossing locations (Woodroffe Ave, Southwest Transitway and Fallowfield Road) was just initiated.

On 27 June 2018, Council directed staff to undertake this EA study for conversion of the BRT corridor to a LRT facility to serve Barrhaven, such that interim results can be part of the upcoming TMP review to be assessed for consideration with respect to the City's next phase of Transit investments.

Completion of the LRT EA study will bring the Barrhaven community to the same level as other areas outside the Greenbelt with regards to LRT planning and enable the upcoming TMP review to evaluate potential rapid transit investments.

After the planned extension of Stage 2 Confederation Line West LRT in 2023, Baseline Station will play a critical role as a high-volume transfer station between the BRT and LRT facilities until such time the LRT is extended southerly to Barrhaven.

3.0 Project Scope and Major Tasks

3.1 Study Area

Figure 1 illustrates the general study area that extends from Baseline Station in the north to Barrhaven Town Centre in the south. The study area north of Hunt Club Road and south of Fallowfield Road is designated in the Official Plan (OP) as General Urban Area. Other Land Use along the corridor and inside the Greenbelt includes Major Open Space, Agriculture Resource Area, Natural Environment Area, Greenbelt Employment and Institutional Area, Greenbelt Rural and Mixed Use Centre. The areas around Baseline Station and Barrhaven Town Centre is designated in the OP as Mixed Use centre which generally includes institution, commercial, retail, low to high-density residential, government offices and shopping centres.

3.2 Timing

The study is expected to be completed in approximately 24 months in keeping with the timeframe of the already underway Barrhaven Rail Grade-Separation EA Study.

3.3 Coordination with Other Studies

The EA study will take into consideration other relevant studies including previously completed EAs, analysis and preliminary findings of ongoing transportation studies, as well as development and infrastructure projects that could influence the direction and/or conclusions of the study. These include:

 Stage 2 Confederation Line West LRT Extension project (Tunney’s Pasture to Moodie and Baseline Stations);

 Chapman Mills Drive Extension (Longfields Drive to Strandherd Drive) and Bus Rapid Transit Corridor (Greenbank Road to Borrisokane Road) EA study (2016);

 Southwest Transitway Extension EA study from Strandherd Drive to Cambrian Road (2006), completed for a BRT corridor;

 Southwest Transitway EA study from Baseline Station to Strandherd Drive (1997), completed for BRT corridor;

 Joint Study to Assess Cumulative Effects of Transportation Infrastructure on the National Capital Greenbelt;

 South Nepean Areas - Secondary Plans (2012-2017);

 South Nepean Town Centre Community Design Plan (2006);

 Baseline and Woodroffe - Secondary Plan;

 Current development applications and associated studies (i.e. transportation impact studies);

 Transit Oriented Development (TOD) Guidelines (2007);

 Ottawa Cycling and Pedestrian Plans (2013);

 Official Plan Amendments #150 and #180 regarding housing and employment growth projections; and,

 The Plan for Canada’s Capital 2017-2067.

3.4 Major Tasks

Major tasks for this EA study include the following:

 Review relevant information, studies and reports undertaken for the study area and update inventory of existing conditions. It will include review of changes to federal, provincial, and municipal environmental and planning policies since the 1997 Southwest Transitway EA;

 Confirm future transportation demand in the study area, including transit services, ridership forecasts and LRT fleet requirements;

 Develop options to address future demand for transit and other modes;

 Apply the Complete Streets framework and multi-modal level of service analysis within the context of existing and future land use;

 Assess walking and cycling infrastructure requirements and connections;

 Develop alternative solutions and design alternatives;

 Assess and evaluate environmental implications:

o Natural environment features;

o Geotechnical conditions;

o Wetlands, natural environmental areas and features;

o Stormwater management and hydrology;

o Noise, Vibration and Air Quality impacts; and,

o Adjacent land uses and communities (existing and future).

 Undertake climate change adaptation and mitigation assessment and greenhouse gas emission analysis;

 Develop mitigation measures;

 Develop a Recommended Plan for the LRT facility (including functional design and property requirements);

 Identify additional property requirements as needed;

 Identify interim measures for BRT service improvement and requirement for MSF and a new Park and Ride;

 Identify capital costs for implementation as per the Council approved Project Delivery Review process;

 Consult with federal agencies and departments, community groups, business groups and stakeholders;

 Document the EA Process; and,

 Follow-up support during the public and ministerial review of the Environmental Project Report (EPR) with the Ministry of Environment, Conservation and Parks as required.

4.0 Planning and Environmental Assessment

The EA study comprises the following tasks:

4.1 Need and Justification

The TMP identifies extension of LRT to Barrhaven Town Centre as part of the Ultimate Rapid Transit Network. This study, in addition to utilizing relevant past analyses such as the 2013 TMP, will undertake a review to reaffirm the need and justification of extension of LRT to Barrhaven within the context of the 2013 TMP and Official Plan. Using the most current information and data available, the EA study will identify existing and future travel demand for all modes of transportation, and document opportunities and challenges within the study area.

The need for new amenities such as Park and Ride, MSF and supporting infrastructure for pedestrian and cyclists along the corridor will also be included in this analysis.

4.2 Environmental Inventory/Existing Conditions

An inventory of the existing social, cultural, economic, physical, and natural environments within the study area will be compiled. This inventory will consider all available background material and will be supplemented by on-site surveys and/or detailed studies. The inventory must be detailed enough to enable the analysis of effects arising from alternatives considered in this study.

In general, the inventory will identify and describe those aspects of the environment that could potentially affect, or be affected by, the undertaking. Some of the specific aspects of the environment associated with this project include inventory of:

 Adjacent private and public property and the neighbouring community;

 Current road, transit, pedestrian, cycling and multi-use pathway corridors/routes;

 Current stormwater drainage patterns;

 Greenspace, natural environment areas and water courses;

 Detailed subsurface (geotechnical) conditions;

 Heritage and archaeological conditions;

 Utilities including water, sanitary, hydro, gas, cable, phone, and fibre optic; and,

 Noise, air quality and vibration.

The complete inventory will be described and documented within the EPR.

4.3 Develop Alternative Solutions

The study will identify and examine a reasonable range of alternative solutions for the LRT alignment, MSF, Park and Ride and pedestrian/cycling facilities based on the consideration of all constraints within the study area, input from government agencies, NCC, Consultation Groups, key stakeholders, the public and accepted LRT guidelines, standards, and practices. Options will also include:

 Do nothing (as a baseline for analysis of options); and,

 Expand and enhance BRT facility as an interim solution.

While developing alternative solutions, consideration will also be given to the:

 Potential to promote and advance transit-oriented development;

 Community access and land use integration;

 Congestion reduction and travel time savings;

 Visual, cultural landscape, and heritage attributes;

 Environmental characteristics; and,

 Cost.

This stage will involve the development of evaluation criteria to assess and select the preferred solution for the project.

The travel-forecasting component included in this stage of the study must:

 Identify the needs for all modes of transportation (walking, cycling, transit, cars, and trucks);

 Incorporate the principles (e.g. mode share targets) of the current OP and TMP in balancing demand to capacity while promoting the desire to increase transit use, and appropriate land uses;

 Incorporate the principles of Multi-Modal Level of Service to provide facilities for all modes within the context of the adjacent land use; and,

 Provide supporting analysis and recommendations for the proposed infrastructure.

4.4 Develop Design Alternatives

The study will identify and evaluate various design alternatives for the preferred and interim solutions. Alignment and cross-section design alternatives will be identified based on consideration of constraints within the study area, input from the public and approval agencies, landowners, as well as accepted guidelines, standards, and practices.

The various design alternatives will consider:

 Transportation performance in terms of access and connectivity to the road, transit, pedestrian, and cycling networks, including detours during construction;

 The Complete Streets framework;

 Station locations and layout;

 Integration of stations with existing communities and planned land uses that will help promote transit-oriented development;

 Structural general arrangements;

 Impact on public and private lands;

 Geotechnical considerations;

 Drainage and stormwater management;

 Impact on Archaeology and Heritage;

 Utility location and relocations;

 Noise, vibration and air quality;

 Operational considerations;

 Overall cost affordability;

 Climate change adaptation and mitigation assessment and greenhouse gas emission;

 Constructability and staging; and,

 Landscaping and urban design features where appropriate.

Additional field investigations, surveys, test pits, and boreholes will be undertaken as necessary to document the scope and potential impact of the design alternatives.

4.5 Evaluation

The evaluation criteria and methodology will be developed to assess potential effects of the preferred solution. The study will identify the impacts of each alternative, net effects and enhancement opportunities as well as mitigation measures. As a minimum, the following issues will be addressed:

 Transportation Service and Existing Infrastructure:

o Impact on the existing and future road, transit, pedestrian and cycling networks; and,

o Impact on utilities and existing infrastructure.

 Natural Environment:

o Impact on lands of natural significance, greenspace and water courses;

o Impact on groundwater and stormwater drainage; and,

o Impact on Species at Risk.

 Social Environment:

o Impact on adjacent land uses;

o Impact on contaminated lands;

o Impact on air quality, noise and vibration levels;

o Heritage and archaeological matters; and,

o Urban design including landscape and streetscape plans.

 Economic Environment:

o Capital and operating costs.

4.6 Recommended Plan

Following the evaluation of alternative solutions and design alternatives, and after determining all necessary mitigation measures to minimize the adverse impacts of the

18 project, a Recommended Plan will be prepared. This plan will be developed to a sufficient level of detail as required to produce a functional design plan that is adequate for submissions for project approval, and to establish a complete project scope, budget, and implementation schedule.

The Recommended Plan will include:

 A detailed written description of the undertaking including the design parameters;

 Functional design drawings (1:500 scale, plan and profile) for the preferred alignment with geo-referenced horizontal alignment, vertical profile, grading, drainage, and property envelope;

 Conceptual design of Station Site Plans and supporting amenities (e.g. MSF, Park and Ride lots, pedestrian/cycling infrastructure);

 Cross-section drawings for typical sections as well as critical areas;

 Landscape and urban design plans;

 Stormwater management requirements;

 Property needs/acquisition plan;

 Implementation/staging plan and preliminary detour plan during construction;

 Electrical power supply infrastructure requirements;

 Infrastructure implementation/staging plan such as municipal servicing, utility co-ordination and rehabilitation of roads;

 Potential mitigation measures with a commitment to compliance monitoring during project implementation; and,

 Project capital cost estimate, including the number of trains.

The Recommended Plan will identify and set out the requirements and timing for all subsequent approvals required to proceed with the construction of the project. This plan will be presented to Transportation Committee and Council for approval.

4.7 Costing

Developing an accurate project budget is an essential component of this study, as it will contribute to the City’s short and long range capital budget forecasting. The project budget will also form the basis for future funding discussions with senior levels of government. The budget scoping will be developed using a Work Breakdown Structure (WBS) format in current dollars, and include contingency allowances, as well as cost for detouring during construction if so required. The budget development will also follow the City’s Council-approved Project Delivery Review process.

4.8 Project Deliverables

The deliverables for the study include:

 Forecast travel demand modelling and analysis memo;

 Environmental Inventory/Existing Conditions Report;

 Functional design drawings (1:500 scale) of the interim BRT and ultimate LRT recommended plans, including plans and profiles for the recommended alignment, MSF, Park and Ride, structural general arrangement drawings, utility relocations, stormwater management plans, landscape design plans, supporting infrastructure and property requirement plans;

 Functional design plans identifying City right-of-way and property required for the recommended plan;

 Noise, Vibration, and Air Quality Reports;

 Geotechnical Report;

 Consultation Summary Report;

 Project Implementation/Staging Plan, which will identify all future approval requirements including those for property acquisitions and easements and other property related matters;

 Project capital cost estimates, in Work Breakdown Structure (WBS) format, following the Council-approved Project Delivery Review process for cost estimating;

 Content (written and graphical) for all public notices related to the study;

 Open House and Consultation Group presentation display and information materials, handouts and signage;

 Project web page information in accessible format;

 Draft and Final Environmental Project Reports; and,

 An Executive Summary, which will be translated in French and in accessible format.

4.9 Environmental Project Report (EPR)

The EPR will be prepared for the Barrhaven LRT and Rail Grade-Separation EA study and document the study process including consultation, the development of alternatives, the recommended design and any appropriate mitigation plans, amending procedures, costing, implementation and staging plans, commitments to future action, including external approvals required, and Council’s decision pertaining to the study recommendations.

The final EPR will be prepared and placed on public record for a minimum 30-day review period. The consultant is expected to provide assistance in responding to comments during the review period and until completion of the EA study. An FTP site for the public to access and download the EPR will be made available during the 30-day review period.

5.0 Consultation

An integrated consultation program will be undertaken for the Barrhaven LRT and Rail Grade-Separation EA study. Consultation will involve stakeholders, the City’s Advisory Committees as appropriate, community groups, property owners, businesses, approval agencies, Indigenous People, special interest groups, and area residents. Early in the study process, stakeholders will be identified through consultation with the Ward Councillors.

The consultation strategy will consist of meetings with key stakeholders through an Agency Consultation Group (ACG), Business Consultation Group (BCG), Public Consultation Group (PCG), and the general public through Open Houses. A minimum of three meetings with each Consultation Group will be held during the course of the study. The membership, roles and responsibilities of each Consultation Group will be defined prior to the first meeting. Specific aspects of the consultation program are summarized below.

5.1 Agency Consultation Group

An Agency Consultation Group (ACG) will be formed to review and comment on a full range of technical issues and program coordinations. The ACG will also ensure that the City is following the procedures, legislation and addressing appropriate policies. Members will include representatives primarily from government agencies and approval bodies, including the NCC, AAFC, VIA Rail and RVCA. The ACG will meet at key stages of the study. Direct one-on-one consultation with the NCC, VIA Rail, federal

22 agencies, and other groups may be necessary as specific issues arise during the course of the study.

5.2 Business Consultation Group

A Business Consultation Group (BCG) will be formed to enable business owners and developers along the corridor to inform and provide input to the study, and advise on local economic and business issues and concerns.

5.3 Public Consultation Groups

A Public Consultation Group (PCG) will be formed to enable community groups, special interest groups, the City’s Advisory Committees, and adjacent property owners to provide direct input to the study regarding local issues and community concerns.

5.4 Indigenous People

The Ministry of Indigenous Relations and Reconciliation, and Indigenous and Northern Affairs Canada will be contacted to review any Indigenous People issues or ongoing claims within the study area. Recognizing the federal role in this regard, the study will ensure appropriate coordination with federal authorities pursuant to the federal guidelines on “Aboriginal Consultation and Accommodation (March 2011 update).” Direct consultation with affected Indigenous People will also be carried out as appropriate.

5.5 Notifications

The public and stakeholders will be notified of the EA study commencement, all Public Open Houses, the submission of the ESR for Ministry approval, and notifications of project completion. Notices will be sent out at appropriate stages in the study, and each announcement will take the following forms as applicable:

 Advertisements in local newspapers (Ottawa Citizen, Le Droit) and in community newspapers if available;

 The project web site on the City’s web portal; and,

 Electronic mail out.

5.6 Public Open Houses

A minimum of two Open Houses will be held for the general public, for the study team to present and obtain feedback on: 23

 Existing conditions;

 LRT alignment, MSF and Park and Ride location (if required) options;

 Evaluation criteria and results of evaluation process;

 Alternative design concepts;

 Interim measures, Preliminary and Recommended plans;

 Potential implementation staging; and,

 Costs.

Bilingual staff will be present during Open House meetings and all material presented will be in both official languages.

5.7 Project Mailing List

A Master Mailing List for the project will be established and updated throughout the course of the project. The Mailing List will be updated via Open House attendance, general enquires, e-mails, and other forms of consultation.

5.8 Project Web Page

A Project Information Web Page will be established for this study on the City’s website. Materials posted will inform the public of the progress and interim findings of the study and upcoming meetings or activities, and include a point of access for public consultation and feedback. The web information will conform to the Accessibility for Ontarians with Disabilities Act.

To assist in providing information to the public, a Frequently Asked Questions (FAQ) will be prepared and posted to provide answers to common questions raised during the study. The FAQ document will be developed early in the study process and updated as required.

5.9 Transportation Committee and Council Meetings

The final study recommendations will be presented to Transportation Committee and Council for approval.